Overhead-trolley construction.



G. GIBBS. OVERHEAD TROLLEY CONSTRUCTION.

APPLICATION FILED JULY 11, 1908.

1,098,717, Patented June 2, 1914.

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G. GIBBS.

OVERHEAD TROLLEY CONSTRUCTION.

APYLIGATION FILED JULY 11, 190s.

1 ,098,717, Patented .fune 2, 1914.

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G. GIBBS. OVERHEAD TROLLEY OONSTRUOTION. APPLIOATIGN FILED JULY 11, 1908.

Patented June 2,1914

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G. GIBBS.

OVERHEAD TROLLEY CONSTRUCTION.

APPLICATION FILED JULY 11I 1908.

1,09,717, Patented June 2, 1914.

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GEORG-E GIBBS,

OF NEW YORK, N. Y.

OVERHEAD-TROLLEY CONSTRUCTION.

Specification of Letters Patent.

Patented June 2, 1914.

Application filed July 11, 1908. Serial No. 443,159.

To all 'whom t may concern Be it known that I, GEORGE Giens, a citizen of the United States, residing at New York, in the county and State of New York, have invented certain new and useful Improvements in Overhead-Trolley Construction, of which the following is a specification, reference being had to the drawings accompanying and forming part of the same.

In high speed electric railways of the type in which the current is taken from a trolley wire or conductor suspended above the track the current-collecting member is usually a contact device, commonly known as a bow, in sliding contact with the wire. In order to avoid undue wear on the parts, it is desirable that the upward pressure exerted on the wire by the bow be no more than suflicient to insure good electrical contact. This comparatively light upward force makes it impossible at high speeds for the bow to follow the undulations of a trolley wire suspended in the ordinary way, with more or less sag between the points` of support; and the result is that the bow leaves the wire at the higher portions thereof, thus causing long and destructive arcs. Recourse is therefore had to the so-called catenary system, in which the trolley wire is suspended at as nearly as possible uniform height above the track, from the spans of a Linessenger wire or cable. On long clear stretches this system gives quite satisfactory results, but when side tracks or turnouts and the like occur a new ditliculty is encountered. If the siding, turnout, or crossing trolley wire is connected to the main lino trolley wire by the usual frog construction it is clear that at that point the weight against which the bow presses is increased and its elastic yield is less. Moreover, the desired uniformity of level of the main wire is at times disturbed, due either to constructive defects or differential eX- pansion and contraction of wires of different lengths connected together. At low speeds no material disadvantage results from this method of arranging the wires, but at high speeds the sudden encounter of an irregularity or heavier part by the bow amounts in effect to a sharp blow on the latter, causing it to be thrown from the wire with great force. Destructive arcs are thus produced, to say nothing of the excessive wear on the parts and the liability of breakage or bending when the bow bounds back against the wire. Efforts have been made to overcome this trouble by not connecting the siding trolley to the main wire, but by running the former close to the latter at the point where the turnout or other track joins or crosses the main track, attempting also to maintain the two wires permanently at the same level. But in order that a train may come off the siding to the main line, or vice versa, or pass over either' track in the case of a crossing, it is necessary that a continuous contact be provided between the trolley wire and the current-collecting shoe or bow, and hence the turnout or crossing wire must be brought elo-se to the main wire, so that at one point, at least, the space between the two shall be less than the crosswise width of the bow. The result is that at this point the contact device must press against and more or less lift two wires instead of one, and hence when the car or train is not taking the siding (which would of course be done at low speed) but is running on the main track at high speed, the sudden striking of this abnormal weight by the bow gives rise to thc same troubles as are encountered with the frog construction.

I have therefore been led to devise my present invention, which has for its chief object to provide a system which shall be free from the defects mentioned, enabling the bow to be maintained in light but good contact with the trolley wire past sidings, turnouts, crossovers, crossings, and the like, when the car or train is ruiming at high speed, yet permitting continuous contact with the wire when the train comes on or off the siding or crosses a main line trolley wire.

In carrying out my invention in the preferred manner, the secondary trolley wire, (to use the term which I have employed. generically in the claims, to include siding, turnout, crossover, and crossing trolley wires, in general), is not connected to the main wire, but is brought close to the latter, and provision is made for raising and lowering the secondary wire at will. Thus when the train is ruiming at high speed the secondary trolley wire is' raised well out of the pat-h of the contact device; but when it is desired to turn the train on to a siding, for example, the trolley wire over the latter is lowered preferably tothe level of or slightly lower than the main wire, so that the bow can pass safely onto the siding wire. The devices for raising and lowering the wire may be and preferably are connected or interlocked with the switch-operating mechanism, (which latter may of course be of any convenient and suitable type, pneumatic, electrical, or mechanical, operated locally or from a distance), so that when the switch is set for main line running thesiding wire will be raised, but will be lowered when the switch is reversed. This scheme is illustrated somewhat diagrammatically in the annexed drawings, and reference may now be had thereto for a more detailed explanation of the preferred embodiment of the invention.

Figure 1 i' view in elevation, with the track and the trolley wires in section, showing the secondary trolley wire \in this case a siding or turnout wire) in its raised position, and showing` also the operating mechanism therefor. Fig. 2 is a similar view, showing the arrangement for a cross-over between two main tracks. Figs. 3 and 4f are plan views of the arrangements shown in Figs. 1 and 2 respectively. Fig. 5 is a detailed view f the device which supports the siding or cross-over trolley wire, showing the same raised. Fig. 6 is a similar view but showing the siding o-r cross-over trolley lowered to the same level as the main-line wire. Fig. T is a section on line Vil-V11 of Fig. 6. Fig. S is an end view of Fig. 6, looking .from the left.

Referring to F 3, 1 designates the main track and 2 a siding, with the usual switch 3. Above and parallel with the main track is the main line trolley wire L1, and similarly located with respect to the siding' is the siding trolley wire 5. The latter, it will be observed, approaches closely to the main wire at the point where the siding or turnout begins, that is, at the switch 3, so that the bow or bows of a train running on the main track can at the point named engage both wires simultaneously if they are at the same level. As previously explained, this simultaneous engagement of both wires by the bow is highly objectionable when the train is moving' at al high sL eed, and l therefore provide means whereby the secondary trolley wire can be displaced, preferably by elevating it, out of the path of the bow. The preferred means for the purpose is illustrated in Figs. 1, 5, G, 7, and 3.

rllhe main trolley wire tis preferably suspended by loops 7 from a sub-messenger wire S, which is in turn suspended in any convenient and suitable manner from a messenger wire or cable 9. The loops 7 are loose on the sub-messenger, as shown in Figs. 5 and 6, so that the bow in passing along' the trolley wire at can lift the same slightly. The siding wire 5 is supported in the same way, except at the point of nearest approach to the main line. At that point the siding or turnout trolley is mounted at the bottom of a loopshaped frame 10, through which the messenger 11 and sub-messenger 12 pass, as shown in Figs. 5 and 6. rlhe frame 10 is carried on an arm 13 hinged to an insulating member 1+i on a pole 15 at the side of the track. Connected with the frame is a rod 16, which latter is connected through an insulator 17 with a chain 1S and rod 19, so that a downward pull on the chain and rod will swing the arm 13 upward and so raise the siding trolley wire well above the level of the main wire and clear of the bow 6, as clearly shown in Figs. 1 and 5. -The main and branch wires si, 5, are also supported at points in advance and points to the rear of the movable portion. This will be apparent by referring to Fig. 3, in which d?, 43, and i9, 50 indicate respectively the points of support just mentioned.

The mechanism just described is preferably connected with the switch mechanism so as to be operated simultaneously with the latter, or interlocked with it, as previously stated. The switch mechanism may of course be of any type, pneumatic, electrical or mechanical, but for the sake of simplicity l have illustrated only the last mentioned. This is shown in Fig. 1. The hand lever Q0, which operates the switch mechanism in the usual way, is also connected to the depending arm of a bellcrank 21 by means of a` link 2Q. r[he lateral arm of the bell crank is connected to the rod 19, so that when the lever 20 is thrown over, to close the switch,

the siding trolley wire will be lowered, as 1 will be readily understood. Throwing the lever back to the position in which it is illustrated in Fig. 1 will of course draw down the rod 19 and chain 18 and so restore the arm 13 and wire 5 to the upper or raised position, as shown. If desired, a counterweight may be provided to balance the moving parts. The counterweight mechanism illustrated comprises a lever 23 pivoted on the pole 15, with one end pivoted to the junction of the chain 1S and rod 19. On the other arm of the lever is a weight 2-1, which may be made adjustable on the arm.

in order to insure that the siding or turnout trolley wire when lowered will be maintained in the desired relation to the main line trolley wire, preferably on a level therewith, the device illustrated in Figs. 5 and 6 is provided. Pivoted on the frame 10 is an angular arm 25 the ivotal connection of the arm being at its bend, as shown. rihe horizontal member of the arm lies above the main trolley 4l, passing between two of the latters supporting loogs 7. rllhe other meinber of the arm extends upward. l/Vhen the frame and the siding trolley are raised, the vertical member of the arm 25 swings out and away from the frame, as shown in F ig. 5; but when the siding trolley is lowered the vertical member strikes the frame 10, which thus constitutes a stop for the arm, and eftectually prevents the frame and the trolley from dropping farther. t is oi course understood that in the construction illustrated the arm 25 is so proportioned and arranged, relatively to the frame l0 and the main trolley wire i, that when the vertical member et the arm is in engagement with the stop the siding trolley will be at the level lot the main trolley, as is shown in Fig. 6.

Tn Figs. 2 and lf T have illustrated the application of the invention to cross-overs between two main tracks. lin the latter ligure, 26 and 27 designate the main tracks and 28 and 29 the cross tracks, whereby a car or train running` in either direction on either track can cross to the other. Above the main and crossing tracks are the trolley wires 80, 31, 32, 83, the last two being shown in dotted lines to avoid confusing the ligure. lt will be observed also, that the wires 32, 33 do not cross each other, as do the tracks 28, 29. Instead, the wire 32 follows track 28 to the crossing point, then is deflected and follows track 29 to main track 26. Simi larly, the wire 33 follows track 2S to the crossing, and then follows track 29 to main track 27. Hence in the case of a car or train passing` say from main track 2G over track 28 to the other main track, the bow would be in contact lirst with wire 32, but at the point where the tracks 28 and 29 cross, would pass over on to wire 33. The trolley wire may be supported in the manner described in connection with Fig. l, if desired, but in Fig. 2 l have, for the sake of simplicity, shown a simpler arrangement. There the main line trolleys, 30, 3l, are suspended directly from the messenger wires 34.-, 85, without the interposition et' sub-messenger wires. The cross-over trolleys, 32, 33, are suspended from messengers 36, 37, which latter, at the point where the trolley wires are to be raised and lowered, are supported by a transverse wire or cable 38 suspended on two poles 39, 40, on opposite sides of the track. At one et the poles the cable runs over a pulley to a lever il pivoted at one end to the pole and at its other end carrying a counterweight d2. The latter is somewhat lighter than the moving parts to which it is connected, that is, the trolley wires 32, 33 etc., so that the trolley wires just mentioned will normally fall oi their own weight to the level of the main line Wires 30, Bl, or lower. This eilect is prevented, however, by connecting the lever 41 with the switch mechanism. For this purpose a wire or cable 4:3 is carried down from the lever, over a pulley at the toot et the pole, then parallel with the track 'to a bell crank ad. The other arm oit the bell crank is connected to the switch mechanism, as shown. lt will therefore be seen that with the switch-operating lever 4-5 in the position shown in Fig. 2 the lever al will be drawn down and the trolley wires 32, 33 raised. Reversing the switch, however, allows the trolley wires to tall, as will be readily understood.

Of course it is understood that the parts described are so proportioned and arranged that the wires 32, 33, when in their lower position will rest in the desired position relative" to the main line wires, preferably at the level thereof. It will also be understood that both ends of the crossover tracks should be equipped with devices for raising and lowering the crossing trolley wires, and T have so indicated in the diagrammatic view, Fig. Ll. The four switches for the cross-over tracks can each be operated independently, or the adjacent switches may be connected, as by a rod 46, Fig. 2, so as to be operated together.

From the Yforegoing description it will be seen that my invention provides a trolley system in which the secondary trolley wire or wires are removed from the path oi the contact member or bow when the car or train is ruiming on the main track, but that when the train is to enter or leave a branching track the branching trolley wire is brought into position to be engaged by the bow at the proper point. Trolley conditions therefore citer no impediment to any rate of speed on the high speed track as must necessarily be the case where branch trolley wires are always in posit-ion to be engaged by the contact members of every passing' train. The apparatus by means et which these advantages are secured is quite simple, and may be easily installed in existing trolley systems at small cost. The forms herein speciiically described are convenient and effective for the purpose, but it is to be understood that the invention is capable ot other embodiments without departure from its proper scope as defined by the appended claims.

What T claim is:

l. An overhead trolley system, comprising, main and branch trolley wires located in proximity to each other at one point for delivering current to a sliding contact member moving thereunder, means for supporting said wires at a point in advance and at a point to the rear of the point where they are in proximity to each other', and means for maintaining one of the said wires below the other at will for the passage ol the contact member without engagement with the other wire.

2. Tn an overhead trolley system, a main line trolley wire, a branch trolley wire located adjacent to the main wire at one point, means for supporting said branch wire at a point in advance and at a point to the rear of said point where the wires are adjacent to each other, a sliding contact member adapted to engage said wires where they are in proximity to each other, and means for displacing the branch trolley wire at will from the path of said sliding contact member.

3. ln an overhead trolley system, a main trolley wire, a .branch trolley wire adjacent to and diverging from said main wire, a sliding contact member adapted to engage either ot said wires at the point where they are in proximity to each other, means for raising the branch trolley wire above the other at the point of divergence therefrom, and means for supporting said branch wire at a point in advance and at a point to the rear of the point where the same is raised above the main wire.

l. ln an overhead trolley system, a main line trolley wire, a branch trolley wire adjacent to the former, means tor supporting the branch wire at a point in adi/ance and at a point to the et said point where they are adjacent to each other, and means for maintaining the branch wire out of the path of the Contact member on a car running on the main track but permit-ting the said wire to be positioned in the path of: the contact member at will, as set forth.

In an overhead trolley system, comprising a main trolley wire in combination with a branch trolley wire which approaches said main wire, means for supporting said branch wire at a point in front and at a point to the rear et said point of approach, a member adapted to make a sliding contact with both ot said wires at the point ot approach, and means for raising and lowering said branch wire in predetermined relation to the main wire.

6. ln an overhead trolley system, a main line trolley wire, branch trolley wire adjacent thereto, means for suspending` the branch wire at a point in advance of and ata point to the rear of the branch point, a member for supporting the branch wire at the branch point, means tor raising and lowering said supporting member, and means car 1ied by the supporting member and cooperating with the main wire to maintain the branch wire at a constant position relative to the other when the branch wire is lowered, as set forth.

7. ln an overhead trolley system, a main line troll y wire located above and substantially parallel with the track, a branch trolley wire adjacent to said main line, means for supporting the branch wire at a point in front and at a point to the rear of the point where they are adjacent to each other, a bow contact member carried by the car and adapted to engage with either ot said wires, said main and branch trolley wires adapted to deliver current to the said bow contact member, and means for displacing` the branch trolley wire at will from and into the path of said bow member of the car.

S. ln an overhead trolley system for main and branch tracks, comprising a main trolley wire arranged over the main track, a branch wire arranged over the branch track and adjacent to the main trolley wire, means for suspending both of said wires at points in front of and at points to the rear of the point of their nearest approach, means for supporting one of said wires at the branch point independently of the other, a sliding contact member on the car for receiving current from said wires, and means for displacing one of said trolley wires at the branch point from the path of the sliding contact member.

9. ln an overhead trolley system for main and branch tracks, comprising a main trolley wire arranged over the main track for delivering current to a sliding contact member, means Jfor supporting said wire, a branch wire arranged over the branch track, means independent of the aforesaid means for supporting the branch wire at a point in front and at a point to the rear of the branch point and adjacent to the main wire, whereby current is delivered from the branch wire to said sliding contact member, and means for displacing one of said trolley wires at will from the path of the sliding contact member.

l0. ln an overhead trolley system, a main line trolley wire, a branch trolley wire adjacent to the former, a supporting member for the branch wire, means or raising and lowering the supporting member, and a bent arm pivoted at its bend to the supporting member, said arm having a horizontal portion extending over the main trolley wire and a vertical portion adapted to engage the supporting member as a stop when the said member is in its lower position, as set forth.

1l. ln an overhead trolley system, a main line trolley wire, a branch trolley wire adjacent to the former, a tra-me for supporting the branch wire, an arm connected at one end to the frame, an elevated support for the other end of the arm, to which the same is pivoted, and means for raising and lowering the arm on its pivot, as set forth.

GEORGE GBBS.

lVitnesses EDMUND J. BELL, S. S. DUNHAM.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C.

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